Car-brake.



PatentedAug.|2,|9o2.

wwhwwmqw Nmwwnw \w,

3 Sheets-Sheet I.

R. E. LCKWOD.

C A R B R A K E.

(Application med Apr. 3. 1902.)

(llo Model.)

No. 706,672. Patented Aug. I2, |902.

l R. E. LOCKWOUD.

CAR BRAKE.

(Application filed Apr. 3. 1902.)

(No Model.) 3 Sheets--Shaet 2.

411.7063671 y Patented 'Aug. l2, |902.

R. E. LOCKWJD.

CAR BRAKE.

(Application mea Apr. s, 1902.)

3 Sheefs-Sheet S.

' UNITED STATES ROBERT E. LOCKI/VOCD,

PATENT (")FEIGEr 0F CHICAGO, ILLINOIS.`

CAR-BRAKE.

sPEcIEIcATIoN forming part of Letfersratent No. 706,672, dated August 12, 1902.

Applicationiefinpriis,1902. samnaiomts. (Numan.)

To if/ZZ whom, t may concern.-

Beit known that I, ROBERT E. LocKwooD, a citizen of the United States of America, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Car-Brakes, of which the following is a specification.

My invention relates to improvements in friction-brakes; and its object is to produce a brake of this type which shall work more eectively than the brakes hitherto made, which shall work equally well in all weather, which shall have a positive release, so as not to lock, and which shall be simple and comparatively cheap to construct.

To these and certain minor ends my invention consists in certain novel features of construction which are clearly illustrated in the accompanying drawings and described in this specification.

In the drawings, Figure l is a skeleton plan of a truck having my improved brake. Fig. 2 is a View, partly in side elevation and partly in vertical section, the right-hand end of the ligure being broken away in the'line 2 2 of Fig. l. Fig. 3 is a detail section in the broken line 3 3 of Fig. 4, showing the.frictionshoe in a position loose upon the car-wheel. Fig. 4 is a top plan of one wheel and the brakesetting mechanism. Fig. 5 is a view of one wheel and the friction-shoe, the middle of the wheel being broken away to show a section in the line 5 5 of Fig. 4. Fig. 6 is a front elevation of one of the Wheels of the truck, showing the brake-setting mechanism; and Fig. 7 is an elevation of thefriction-shoe and the part connected therewith looking in the direction of the arrowin Fig. 3.

Referring to the drawings, A is the frame of the truck proper.

B B' are the axles of the truck, suitably journaled upon the frame A of the truck. Each of the axles has rigidly connected to it two Wheels, the wheels upon the axle B being designated by h b and the wheels upon the axle B' being designated by b2 b3. Upon each of the axlesB B are placed blocks C C', adjacent to the wheels b h2, respectively. This, it will be seen, places one of these blocks C C immediately inside of the right-hand front wheel whichever way the car may be moving.

These blocks run loose upon the axles and form supports 'for the friction-shoes.

The brake-setting mechanisms at the two en ds of the car are of course similar,and from this point on the brake mechanism upon the axle B will be described, as this mechanism is shown in detail in the drawings. It will be understood that the mechanism upon the axle B is like it. rI he block C is pierced by two holes c c, (see Fig. 5,) and through these holes extend the ends d d of a forked arm D. (See Fig. 5,) l The arm D is capable of longitudinal movement with respect to the block C," its forked ends d d sliding easily through the holes c c. Upon the end of the member D is placed a friction-shoe E, which can be brought into contactA with the periphery of the wheel b by forward motion of the arm D. The shoe E is normally held o the wheel -by a boww spring d2, confined between the block Cand the arm'D. Backward motion ofthe shoe andthe memberD is limited Vby a bolt d3, extending through the forked the ends of the lever F is pivoted a yoke H,

which extends under the block C and is there pivotally'connected at its opposite end to the arm D. Itrwill be seen that movement of the rod G towardV the front of the car will draw the Alever F forward, and this force will be transmitted through the yoke II to the arm D, drawing it also forward and bringing the friction-shoe E into contact with the wheel b. I prefer to use the yoke H for thereason that it is heavy and forms a positiv'econnection between the lever F and the arm D, and, further, because it forms a simple means of connection and one not easily got out of order either by improper treatment or by working under adverse conditions. Upon the top of the block C is a bracket I, (see Figs. 3 and 4,) having hinged to it a piece I', extending in the same general direction as the bracket I. From the end of the piece I to a point approximately in the center of the arm D runs a connecting-rod I2, the four pieces D I I I2 IOO . Fig. 2.

forming, roughly, a triangle. To the apex of this triangle, where the piece I meets the connecting-rod I2, is connected a chain J, extending backward over a pulleyj and down to a lever 7c, the function of which will presently be explained.

The operation of so much of the device as has already been described is substantially as follows: The block C, the 'arm D, and the friction-shoe F. run loose upon the axle and wheel, respectively, as has been hitherto set forth, and owing to the weight of the frictionshoe E the parts normally lie in the position shown in Figs. l and 3, downward motion of the shoe being limited by a chain e, attached to it. Assuming now that the car is 'going forward-L`. e., toward the right in the drawings-the wheel b' is rotating in the direction shown by the arrows in Figs. 3 and 5. If now the hand-lever g is drawn backward, thereby drawing therod G, together with the lever F, forward, the friction-shoe E will come in contact with the periphery of the wheel b. Inasmuch as the wheel is revolving rapidly in the direction shown by the arrow, the moment the frictional contact is brought about between the wheel and the shoe the shoe will swing up, following the wheel to the position shown in Fig. 5 or perhaps farther. This will of course pull upon the chain J and on the lever 7c, drawing it upward in the direction shown by the arrow in Fig. 3. When the lever g is released,the rod G will move hackward and the lever E will force the shoe backward, it being positively released from the wheel both by motion of the lever and by the force of the spring d2.

Transversely journaled in the middle of the truck is a shaft K, (see Figs. l, 2, and 4,) to which are connected the levers k 7c', the lever 7o being connected, as heretofore explained, tothe friction-shoe mechanism on the axle B and the lever 7c' being connected vto the similar mechanism on the axle B'. The arrangement of the pulley j, corresponding to the pulley j, heretofore described, is such that the friction-shoe mechanism upon the axle B will rotate the shaft K in the same direction as will the friction-shoe mechanism on the axle B. This will be clearly understood from Immediately inside of the levers 7c 7o t are wheels 7a2 las, the construction of which is heretoforeexplainem the wheels k2 7a3 Will be rotated in the direction shown by the arrows in Fig. 3, the rods L L' will be drawn farther to the left, and the rods L2 L3 will be drawn farther to the right, thereby setting the brakes upon both the front and rear wheels. A number of holes are provided in the wheels k2 k3, so that connecting-rods L L Lz L3 may he adjusted as desired. When the pull upon the chain J is released, the weight of the levers ,7c 7n' is such that the'wheels k2 k3 and the shaft K are rotated in the opposite direction to that shown by the arrows, thereby positively releasing the brake-shoes from the wheels. This construction is particularly desirable, inasmuch as it holds the shoes off the wheel and avoids rattle and also considerable friction.

Upon grades it is frequently necessary to apply brakesto the car to prevent backward motion thereof, and it will be seen that this could not be done in this system as so far eX- plained, for the reason that forward rotation of the wheels is necessary to set the brakes, and backward rotation will have no eifect whatever upon them. To this end I have provided an auxiliary lever n upon the front of the car, this lever being connected at its lower end to a connecting-rod N, running almost the whole length ofthe car and pivoted at' its rear end to an extending arm o of a crank-shaft O, which is journaled in brackets upon the bottom of the platform. Upon the opposite end of the crank-shaft O is a similar arm o', extending in the opposite direction from the arm 0, and this arln o' is connected by a chain P to the lever F', corresponding to the lever F upon the brake mechanism upon the axle B. It will be seen that motion of the lever nwill draw forward the connecting-rod N, and thereby draw backward the chain P, setting the friction-shoe upon the wheel b2, and this will prevent any backward motion of the car upon the grade. A similar mechanism is provided upon the rear end of the car, connected to the end of the lever F. Upon one of the ends of this car I have shown a ratchet mechanism, (indicated by (2,) in which the lever n can be locked when desired to keep the brake set.

To the best of my knowledge my brake is the only one now in use of the type wherein a friction mechanism brings the friction-shoe into contact with the wheel which could bel set to keep a reasonable amount of friction upon the wheels. The advantage of my form lies in the fact that if the lever g is drawn up a certain distance the shoe E will swing a short distance upward, as heretofore explained. This of course swings the end of the lever F toward the front end of the car and tends thereby to release the shoe, the distance between the lever F and the lever g being decreased. The shoe will then drop a certain distance, and thereby tighten up again, so that the brake-shoes proper will swing gradually back and forth into and out of contact with the wheels. In other words, the brake- This can# IIO IZO

not be done with any brake now in use, as the friction mechanism has no tendency to release itself as it tightens up. In the ordinary friction-brake an oscillating motion of the hand-lever has to be kept up continuously by the driver to get anything approaching anI even pressure upon the wheels. My brake, however, accomplishes this same oscillation automatically, as heretofore explained. Another advantage of my brake is that the friction-shoe is thrown positively olf of the wheel and the brake-shoes are thrown positively off of the wheels immediately upon releasing the brake, and there is no chance or tendency for the friction-shoe to catch upon rough places in the wheels and so lock the brakes when it is not desired. The leverage procured in this brake is such that the brakes are set very firmly indeed, and, as heretofore explained, this can be regulated as desired.

I realize that considerable variations can be made in the details of this construction, and I therefore do not intend to limit myself to the specilic form of construction herein shown.

I claim as new and desire to secure by Letters Patentl. In a device of the class described,the combination with a rotatable car wheel and axle, of a block running loose upon said axle, a friction-shoe connected thereto, means for bringing said friction-shoe into contact with the peri phery of said wheel, andfmeans whereby the rotation of said block may set a brake-shoe; substantially as described.

2. In a device of the class described,the combination with a rotatable Wheel and axle, of a block running loose upon said axle, a friction-shoe connected to said block, a lever pivotally connected to said block, means of connection between said lever and said frictionshoe, means for actuating said lever to bring said shoe into contact with the periphery of said wheel, and means whereby rotation of said block may set a brake-shoe; substantially as described.

3. In a device of the class described,the combinationrwith a rotatable Wheel and axle, and block running loose upon said axle, of a friction-shoe connected to said block, means for bringing said shoe into engagement with the periphery of said wheel, means whereby the rotation of said block may set a brake, and means for holding said friction-shoe normally out of engagement with said shoe; substantially as described.

4. In adevice of the class described,the combination with a rotatable wheel and axle, of a block running loose upon said axle, a member longitudinally movable with respect to said block, a friction-shoe upon the end of said member, means for moving said member with respect to said block to bring said frictionshoe into engagement with the periphery of said wheel and means whereby the rotation of said block may set a brake-shoe; substantially as described.

5. In a device of the class described,the combination with a rotatable wheel and axle, of a block running loose upon said axle, a member longitudinally movable with respect thereto, a friction-shoe upon the end of said member, a lever pivoted upon said block, means of connection between said lever and said member, means for actuating said lever to bring said friction-shoe into engagement with the periphery of said wheel, and means whereby the rotation of said block may set a brake-shoe; substantially as described.

6. In a device of the class described,the combination with a rotatable wheel and axle, of a block running loose upon said axle, a member longitudinally movable with respect to said block, a friction-shoe upon the end of said member, a lever pivoted upon said block, a yoked link pivoted between the ends of said lever and running to said member, means for actuating said lever to bring said frictionshoe into engagement with the periphery of said wheel and means whereby therotation of said block may set a brake-shoe; substantially as described.

7. In a device of the class described,the combination with a rotatable wheel and axle, of a block running loose upon said axle, a forked member longitudinally movable with respect to said block, a frictionshoe upon the end of said forked member farthest removed from said block, means for moving said forked member with respect to said block to bring said shoe into engagement with said wheel and means whereby the rotation of said block may set a brake-shoe; substantially as described.

8. In a device of the class described,the combination with a rotatable wheel and axle, of a block running loose upon said axle, a forked member longitudinally movable with respect to said block, a friction-shoe upon the end of said forked member, means for actuating said member to bring said shoe into engagement with the periphery of said wheel, means for holding said shoe normally out of engagement with said wheel and means whereby the rotation of said block may set a brake-shoe; substantially as described.

9. In a device of the class described,the combination with a rotatable Wheel and axle, of a block running loose upon said axle, a forked member longitudinally movable with respect to said block, a friction-shoe upon the end of said member farthest removed from said block, means for actuating said forked member to bring said shoe into engagement with said wheel, a bow-spring confined between said block and said forked member and adapted to hold said friction-shoe normally out of engagement with said wheel, and means whereby the rotation ot' said block may set a suitable brake-shoe; substantially as described.

lO. In a device of the class described, the combination with a rotatable wheel and axle, of a block running loose upon said axle, a

IOO

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y forked member longitudinally movable with respect to said block, a friction-shoe upon the end of said member, a lever pivoted to said block, means of connection between said lever and said forked member, means for actuating said lever to bring said shoe into engagement with the periphery of said wheel and means whereby the rotation of said block may set a brake; substantially as described.

11. In a device of the class described, the combination with a rotatable wheel and axle, of a block running loose upon said axle, a forked member longitudinally movable with respect to said block, a lever of the second order pivoted to said block, means of engagement between said level` and said forked member, means for actuating said lever to bring said friction-shoe into engagement with the periphery of said wheel, vand means whereby the rotation of ysaid block may set a brakeshoe; substantially as described.

12. In`a device of the class described, the combination, with a rotatable wheel and axle, of a forked member longitudinally movable with respect to said block, a friction-shoe upon the end of said forked member farthest removed from said block,a lever of the second order pivoted upon said block, a yoked link pivotally connected to said forked member and to said lever between its ends, means for actuating said lever to bring said friction-shoe into engagement with the periphery of said wheel, and means whereby the rotation of said block may set a brake-shoe; substanyss tially as described. Y

13. In a device of the class described, the combination with a rotatable wheel and axle, of a block running loose upon said axle, a forked member longitudinally movable with respect to said block, a friction-shoe upon the end of said forked member, a lever of the second order pivoted to said block, a yoked link pivotally connected to said forked member and to said lever, between its ends, a connecting-rod pivoted to the end of said lever, means for actuating said connecting-rod to draw said friction-shoe into engagement with the periphery of said wheel, means for holding said friction-shoe normally out of engagement with said wheel, and means whereby rotation of said block may set a brake; substantially as described.

14. In a device of the class described, the combination with a rotatable wheel and axle, of a block running loose upon said axle, a forked member longitudinally movable with respect to said block, a friction-shoe upon the end of said member, means for longitudinally moving said forked member to throw said shoe into engagement with the periphery of said wheel, means for holding said forked member normally in a position wherein said friction-shoe is out of engagement with said wheel and means for limiting the longitudinal movement of said forked member; substantially as described.

15. In a device of the class described, the combination with a rotatable wheel and axle, of a block running loose upon said axle, a forked member longitudinally movable with respect to said block, a friction-shoe upon the end of said member, means for moving said longitudinal member to bring said shoe into engagement with the periphery of said wheel, means for holding said member normally in a position wherein said shoe is out of engagement with said wheel, a bolt running through the tines of said forked member, and adapted to limit its motion in one direction, and means whereby the rotation of said block may set a brake-shoe; substantially as described.

16. In a device of the class described,l the combination with a rotatable `wheel and axle, of a block running loose upon said axle, a member longitudinally movable with respect to said block, a friction-shoe upon the end of said memberv farthest removed from said block, means for actuating said member to bring said shoe into engagement with the periphery of said wheel, a suitable brakesetting mechanism, and suitable means of connection between said block and longitudinally-movable member and said brake-setting mechanism, whereby the rotation of said block may actuate said brake-setting mechanism; substantially as described.

17. In a device of the class described, the combination with a rotatable wheel and axle, a block running loose upon said axle, a member longitudinally movable with respect to said block, a brake-shoe upon the end of said member, and means for actuating said member to bring said brake-shoe into engagement with the periphery of said wheel, of a member rigidly connected to said block at right angles to said longitudinally-movable member, a piece pivotally connected to said longitudinallymovable member between said friction-shoe and said block, a third piece connecting the extremity of this piece with the extremity of the member rigidly connected to said block, a chain connected to the junction of these members, and a suitable brake-setting mechanism adapted to be actuated by said chain; substantially as described.

18. In a device of the class described the combination with a truck, of a shaft transversely journaled thereon, wheels upon said shaft, brake-beams upon the front and rear of said truck, connecting-rods running from the peripheries of said wheels to saidbrakebeams, radial levers connected to said shaft, chains connected to said levers, suit-able friction mechanisms upon said truck, connected to said chains, whereby the motion of said friction mechanism may actuate said brakebeams; substantially as described.

19. In a device of the class described, the.

combination with a car and two axles having wheels connected thereto, of a frictionshoe swung upon each of said axles, a lever upon each end of the car, means of connec- IIO tion between each of said levers and the upon the axle farthest from it; substantially friction-shoe upon the axle nearer to it, a as described. second lever upon each end of the oar, a eon- In witness whereof I have hereunto set my neoting-rod running from said lever to the hand at Chicago, in the county of Cook and 5 opposite end of the car, a crank-shaft jour- State of Illinois, this 31st day of March, A, D. x5

naled upon the opposite end of the'car and 1902.

means of Connection between said crank- ROBERT E. IQOCKVOOI). shaft and the friction-shoe upon the other Witnesses: end of the ear whereby the motion of said E. E. FROHN,

lo second lever may operate the friction-shoe I H. P. IIAUSCHILDT. 

